Triple valve for air-brakes.



W. C. WEBSER.

TRlPLE VALVE FOH MQ BRAKES. APPLICATION mep MAY 29. |914.

1,257,055. Patented Feb.19,1918

8 SHEETS-SHEET l.

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TRIPLE VALVE FOR AIR BRAKES.

APPLICATION FlLEu MAY29.1914. 1,257,055. Patented Feb.19,1918.

`W. C. WEBSTER.

TRIPLE VALVE F08 AIR BRAKES.

Patented Feb. 19,1913` Gum/wuts,

W. C. WEBSTER.

TRIPLE VALVE FOR AJR BRAKES.

APPLICATION FILED MAY29,1914.

Patented Feb. 19,4 1918.

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m95@ Inventor gawd/'M/:xffr lz r11 {,i ZI l Minga;

W. C. WEBSTER.

TRIPLE VALVE FOR MR BRAKES. APPLlcAloNmEu MAY 29. |914.

Patented Feb. 19, 1918.

8 SHEETS-SHEET 5.

W. C. WEBSTER.

TRIPLE VALVE FOR AIR BRAKES.

APPLICATION msu nu 29, |91,4.-f

1,257,055. Patented Feb,19,1918. ,Y s sains- SHEET s.

w. c. WEBSTER. TRPLE VALVE FOR AIR BRAKES.

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[ S TORAGE l l Aux. 1755,

Z'mov. new? mmv-J5 pf (Sa/rocce' MME CrL- mea/L4 i) am L.

g w. c. WEBSTER. HIPLE VALE FOR AIR BRAKES.

Pnted Feb. 19,`191&

8 SHEETS-SHEET 8 WC @655er APPLICATION FILEU MAY 29. |914- STORGE C/WH UNITED sTATEs PATENT ermee.

WILLIS c. WEBSTER, oF Dunois, PENNSYLVANIA, AssIGNon To BUFFALO Arnhem coxPANY, or PHOENIX, AItIZeNA.,l n CORPORATION oF ARIZONA.

TRIPLE VALVE For. AIn-BAiKEs.

Specication of Letters Patent. Patented Feb. 19,1918.;

Application led May 29., 1914. Serial No. 841,913.

. ing is a specification.

My invention relates to air brake systems and particularly to the triple valves'thereof. Broadly speaking, the objects of my inwention are as follows:

To provide a triple valve which, while peculiarly adapted to be used in connectlon with the vcom-plete air brake system devised by me and described in my pending applica. tion, 'Serial No. 841,655, filed on the 28th day of May, 1914, is also adapted to be used in any ordinary air brake system.-

A further object of the invention is to provide a triple valve so constructed that when thebrakes of a train are released the brakes at the rear end of the train are released before the brales at the head end of the train are released, thus eliminating danger of y breaking the train in two.

. Still another object of the invention'is to so construct the triple valve that means are provided whereby the brake cylinders of all the cars of a train are supplied with airat the same 1pressure regardless vof the length f F 5 o 1g.

of the brae cylinder piston travel.

A further object of the invention is to S0 construct the y triple valve as to provide means whereby the brake cylinder pressure may be increased corresponding withthe rise of train line pressure and in thls connection to provide means whereby -the mechanism for securin this increased pres: sure lin the brake cylin ers is not'applied to empty cars.

A further object of the invention is to provide means whereby if 4the slide valve piston does not return to release .position upon a predetermined increase in train line pres sure, the auxiliary reservoir pressure may be exhausted. so that thetrain pipe pressurel willl positively insure this movement.

A -furtherobjectA of'this invention is )to` eliminate the emergency feature frorntrip'le .valves and provide a tri le l'valve with a quicklservice Instead of t e emergency ap- 'v 'plicatiom Still another object of my invention is to provide means whereby a storage chamber may be fed from the brake pipe with the triple piston and slide valve in lap'positi'on and to provide means whereby the pressure in the storage chamber andthe auxiliary reservoir may be built up 13o-that of the 60- panying drawings, wherein- Figure 1 is a dia rammatic view' ofqny improved triple va ve showing the parts thereof in the position taken vwhen the valve is at release.

Fig. 2 is a like view to Fig. 1 but-daowing the mechanism of the triple valve-at service position'.

Fig. 3 is a vertical `longitudinal section' of a triple valve constructed in accordance with 80 f my invention, this view. also showing in sec- Ation a portion of the auxiliary reservoir and a portion of the train line or brake ipe.

Fig. 4 is arvertical section on the 'ne 1-4 l Fig. 5 is a horizontalsection'on the linel .fe-5 0: Fig. 4. ;A A Fig. 6 is a fragmentary vertical section op. the llne 6 6 of Fig.4 5... v f Fig. 7 is a plan view o'f'the slide valve 110 sea-t, the walls of the seat-.being in section;- Fig. 8 is anv under-side plan view of the slide .valve to show' the ports therein.

Fig. 9 is an underside view ofthe graduating valve detached. "j Figs. 1 0 and 11 arelongitudinal .secti of the slide valve, these 'sections being take Yrespectively on the lines-10--10 and 11-11 of Fig. 8.

Fig. 1'2 is a perspective detail viewfof tho 10.0'

,'11, a will ing the position of the larts atthe first movement of the slide va ve toward serv` ice ostion.

position of the slide valve and' graduatin valve at service position.

Fig. 16 is aflike view to Fig. 15 but shows only a portion of the slide valve, 4this view showin the position of the graduatingr valve when t e parts are at service lap position.

Fig. 17 is a diagrammatic view of the equalizing valve, a portion of the'slide valve and the graduating valve, the latter being showiiat service lap position.

Fi 18 .is a like View to Fis. 13, 14 and 15,'s owing the position of tie slide valve and graduating valve at quick service position;

Fig. 19 is an elevation of the triple valve, the e ualizin valve being shown in section.

Reerring or the moment to Figs. 1 and 2, it ma be said that A represents the train line or rake pipe, the pressure in which is controlled by the usual en'gineei"s valve (not shown). The brake cylinder is designated B. The automatic retaining device is designated C.- The brake cylinder pressure equalizing mechanism is designated D+ and D-. The mechanism i -f' securing brake cylindex' pressure in excces of the normaler standard amount is designated E; the equalizingfvalve is designated F; the auxiliary venting mechanism is' designated G; the plistonxvalve'and allied parts are designated i and I designates the auxiliary reservoir.

-Referringnow 'to Figs. 3, 4:, 5 and 7 to abuts a'gainst and is connected to the auxiliary' reservoir '1 in the usual manner and atitsopposite end the body is closed by the cylinder cap 5.' All these parts are of the usual construction and require therefore no seat:l iorxthrusual -sli e valve.

special description. i." y

Dis osed within-the chamber v6 of the bodyl 1s tlev piston 7, this chamber' 6 having theusual bushingS grooved, as at 8, to

vadmitompressed air tothe auxiliary cham- .1%. 15 is a like view to Fig. 14, but hovvin t e l Seeithat the `triple Valve has'.-l -the' usual body 4. This. body at one end The ,chambers being formed beveled shoulder 1t', this having the usual groove 16. This piston stein 17 carries at itsiend opposite the shoulder 15 a spider 18 aiiddisposed 4between the spider 18 and the shoulder 15 is the slide valve 19 which, as usual', is shortervthan the stein 17. Operating in the upper' face of the slide valve and carried in a recess in the stem 17 is the graduating valve 20 illustrated in Figi 9. The slide valve vis held. to its seat by a spring 21. Y

By reference to Fig. 3 it Will be seen that the under side of the valve body l is formed with a circular face 22 which confronts a like face upon the body of z' trap or dirt collector 24. This is provided in its bottom with a removable pluo 26 whereby the dirt.

collected in the'trap or any water collected therein may be drained away and the interior of the trap cleaned. The body of the dirt collector or trai'. has the usual nipple projecting from one end whereby the trap may he connected to the train pipe or brake pipe/A..A

Disposed opposite to this nipple an approximately horizontal flange 27 or baiiie which impedes the `passage oii' dirt from the train pipe into the triple valve. face of the Wall of the body 23 is recessed, as at 28, and the Wall between this recess and the chamber 24 is perforated lor a bushing 29 in which seats a check valve 30 held to its seat by a spring 8l. The function of this chamber 28 and 'check vaive willbc later stated.

Theiiirst device to be considered in conv nection With'the triple valve is the means for admitting pressure from the auxiliary reservoir to the brake cylinder, 'whereby to set the brakes and the means for siinultaneously 'disconnecting the brake cylinder .froin the open air, this mechanism being designated C. This mechanism is also used -for releasing the brakes of the rear cars of aV train before the brakes of the forward cars of the train are released, is denominated the automatic retainer and isillustrated in Fig e. v

`1t Will 'be seen from Figs. 4 and 5 that I form in the valve body 4,: te one side of the valve body, the valve casing 31. This valve casing is provided. Witli two chambers 32 and 33, the separatingr Wall between these with a port 34 lined by a bushing35, the lovver end of which forms a valve seat. The upper portion of the chamber 32 is enlargedv and the annular Wall surrounding .this enlarged portion is threaded. Having screw threaded engagement with the upper endy of the Wall is a cap 36 andhaving screw threaded engagenient with thelo'wer portion of the Wall is ai internal cap 37 which isv interiorly screw t r rests upon a ringV eaded and normally- 38. A vscrewl threaded .plug 39 closesV the The upper ico upper end of the ca 37. Disposed between the ring-88 and bo y 31 is a diaphragm 40 so that a chamber 41 is formed above the.

diaphragm, and a chamberl 32 below the diaphragm. The chamber 41 communicates wit the space around the cap 37 by means of the ports 43.

Disposed in thc lower end of the valve chamber below the .,chamber'33 and having screw threaded. engagement with the annular wall of the valve chamber is an annular casing, designated 44, this casing being formed of an upper and a lower section, supporting between them the diaphragm 45 which separates thespace inclosed within the said chamber-44 into two parts 46 and 47. A diaphra 48 is disposed between the inner end o the' wall 44 and the valve body so that itseparates the chamber 33 from the chamber 47. The extreme lower end of the valve body is closed by a ca'p'i). The chamber 46 is connected to the space 50 between the cap 49 and the member 44 by means of the ports 51.

Seating against the valve seat 35 is a valve 52, this valve being attached to the dia phragm 48 and having a stud 53 projecting below the diaphragm 48 and seating in a notch or recess formed in the upper face: of a disk 54 resting against the diaphragm 45;

yThe s tem of the valve 52 is extended up-' ward, as at 55, and en ages with the disk 56 bearing agamst the diaphragm 40. Extendin'gupward from the diaphragm 40 is,y a Stem 57 which passes up through the p lug '39, and surrounding this stemand urglng the diaphragm.- downward is a spring 58.

' The space 50 below the diaphragm 45 is connected by means of a duct 59 with the s .ace above the member 37 and'hence with the space above the diaphragm 40. This duct 59 extends upward through the wall of the valve casing and .is connected to the space above the diaphragm 40 by means of a very much reduced or clicked ort 60.

The face or seat for the sli e valve in the chamber 13 isi formed with a transverse recess or 4cavity a* havin aI port a which is connected bymeans of t e passa e a with' :the chamber 32 below the diap ragm 40. The chamber 33'isconnected by means of a port d" with a passage a'" leading to the brake cylinder by -Ineans of the pipe 61 which. passes through the auxiliary -reservoir. The space 50 beneath the member 44 is connected to the chamber 28 by means of a passage -b opening'by means of 'a port b intosaid chamber. The space just above the diaphragm 45 opens by means of a port 62 p to thc open air.

Preferably the passage a is connectedA through a check valve chamber 63 to a pas-4 sage ;z,which opens into a passage a. Dispcsed in the chamber 63 is a check valve 64, w hich closes against back pressure from the brake cylinder but opens to arise of from the auxiliary reservoir to by-pass the retaining valve and iow direct to the brake cylinder.

Itvwill now be necessary to consider .the portsin thelslide valvel which co-act with thc pots'ct vand with the retaining valve structure.

-As seen in Fig. 7, a* is transversely extended from port a. The slide valve 19 is provided With a cavity a approximately T-shaped, V into one arm of which extends a longitudinal passage a", which at its forward end op'es through the upper face of the slide valve. The passage a is brought into rcommunication with the air in thc chamber 13 upon the initial movement of the slide valve. Also formed in the 4face of the slide valve scat is a transversely extending cavity which leads by the port a," to the atmosphere.

The under side of the valve is provided with the cavity which is adapted to bridge the exhaust cavity a', and the cavity af. Under normal conditions, that is when theI slide valve is in its release position, the cavity .cu2 connects the cavity a* with the cavity w. Hence thc brake cylinder is connected to the open air. Now upon 'a movement of the slide valve, to 'service position, the cavity Q22 will take the position shown in dotted lines in Fig. 15, cutting off the connection of c4 with an, and the cavity a will bc over the cavity a, thus connecting' the port a* with the auxiliary reservoir through the 'assage a. 'Y

T e operation of this port-ion of my invention is as follows:

Under normal circumstances, that is, when the brakes are disposed in release posit-ion the valve 52 is held open by the force of This would not' be the case were no spring used,lthough the pressure in chambers 37* and 46 would be the same, as the greater area of the diaphra 45 compared with the diaphragm 40 woud hold the valve closed.

the .spring 58 and air pressure.,

This greater power acting to force the valve upward is counter-balanced, however, bythe spring -58 which therefore` holds the va1ve152 .open so long as the pressure in the chamber 41 is equal to the pressure inthe chamber 46. 4

'l .Now upon a reduction off pressure. in the train pipe and a movement of the slide valve to apply the brakes, the port' a will be opene Asthe i iso b', valve D+ and the triple valve D to the brake cylinder, but as air in the chamber B7 (and therefore the air in the chamber 41) is impeded in its outward flow by the restrict# ed port it'follows that the pressure in the chambers 46 and 50 will be less than in the chamber 37".,V i

When now the rela ise of the brakes is secured by operating the engineers valve and raising t e pressure in the brake pipe the slide valve will shift again to release position. This will connect the port a with the exhaust port. While the pressure in the chamber 46 will increase with the increase of train pipe pressure the pressure in the chamber 41 w11l not increase in the same roportion because ofthe restricted port 60.

ence, there will be greater pressure below the diaphragm 45 thanvabovc 'the diaphragm 40 and the v alve 52 will close, trapping the air in the brake cylinder. -Of course the pressure in the brake cylinder will also close the valve 64. The valve 52 will.be held closed until such time as the pressures in the chamber 41 and the chamber 4G are equalized, whereupon the sprin 58 opens the vetri-'52 and the brake cylin er pressure is exhausted to the atmosphere allowing the brakes to release.

The reason for using the check valve G4 and byv-pass am is that not only does the by-pass allow air to fiow lfrom the auxiliary reservoir upon a reduction without the necessit'y-of the air passing through the re tainer C, Abut it permits a re-application of the brakes before the air in the upper and lower chambers 41 and 47 has had a-chance to equalize. t

If this by-pass were not provided, then upon a re-application of the brakes, very shortly after a. previous application,-so

shortly that the pressures had not equalized in the chambers 41 and 47,-the valve 52 would be held closed, and would prevent the inlet of air from the auxiliary reservoiry to the brake cylinder upon this` second reduction;

One very great advantage due to the action of the automatic retainer is' that by it I et a release ofthe brakes at the rear of t e'trainbefore the brakes at the head of the train are released. This is due to the fact that the holding of air in the brake cylinder by the difference in pressure tween -th'echamber 46 and vthe chamber can only occur' Vwhen there is va relatively 4sudden rise in pressure in the brake pipe.

When the risel of pressure is gradual in the brakeApi-pe andin the 'chamber 46, the rise of pressure in the chamber'41 will be nearly as rapidas in the chamber 46. v

'It 1s ofcourse understood that when there are many cars to a. train and consequentlya long brake pipe or train p' e". the air pressure will 1n the forwar or head end of thereof and the rise of pressure in the brake pipe will be therefore gradual at the rear end. It follows therefore that l will only get this trap in f for holding of the air in the brake cylin'ers, by the action of the diaphragme 48 of the several triple valves as far back in the train as the rise of air pressure is rapid enough to secure an 'upward movement of the diaphragm 45 which will overcome the power ofnthe spring 58.

The next construction to be described is the valve mechanisms which Iuse for building up pressure in the brake cylinder in case of deficient pressure therein, that is )resure below a predetermined amount, an v the mechanism for reducing pressure in the brake cylinder or exhausting pressure therefrom in case of excess pressure therein above a predetermined amount.

The object of' the mechanism which will now be described is to lrirovde means whereby the pressure in the brake cylinders may be controlled either by building up or 'increasing the pressure in brake cylindery whose piston travel is longer than 8. inches and exhausting air from or reducii'ig excess pressure .in brake cylinders having a piston travel shorter than 8. inches.

The sides of the body or section L engage respectively one end of a storage chamber 65 and one end of a valve casing or body 66 disposed opposite the chamber T is clearly illustrated in Fig. 4. The vbody 66 has formed in it a chamber D+ divided into two sections 67 and 68 by a diaphragm 59. The annular wall 70 of this chamber extends upward and the upper portion of. this rchamber is larger in diameter than the lower portion thereof. A"cap nut 71 engages the upper end of the wall. Having screw lthreaded. engagement with the lower portion of 'the `wall and closing the upper chamber 68 is the annular cap 723 having an upwardly extending interiorly screw threaded neck-in which is disposed the plug 73. Engaging the diaphragm 69 isa. stem 74 which at its upperend passes. through l a guide perforation in theplug 73. A spring 75 surrounds the stem andbears at one end against the plug 73 and at its other end bears against a head 76`formed '78 and engages loosely in a notched disk 82 carried on Vthe under side of the diaphragm 69.`l Thus :ik-descent ofthe dia,-

phragm will open thevalve 79 and ,aT rise of the diaphragm beyond its norm/al position, will close the valve 79. The valve chamber 85 isiclosed at its upper end by is 'greater means off/a cap nut 87 "which has screw threaded en agement with the ular wall of the cham er 85. lThe floor 'the chamber 8i is perforated and providedwith a bushing-.88,-- this' bushing forming a valve seat, andfcoacting with this valve seat and normally vclosed against the seat is a valve 89 which is carried by the diaphragm 86 and is rfovable therewith in both directions. This diaphragm 86 carries an upwardly extending fs'te'm 90 which enters a guidep eningforined in the cap r87 and which-'is surroimded bya -spring 91 urging the diaphragm toj itsinorinal position and the valve 89 to its seat. vlIt will be obvious now that whenclthe'" an the pressure in the chamber 85 'tl 1 e diaphragm 86 will b e ,forced upward, raisingfthe valve ,89 from its .seat and' allowingthe pressure in the chamber l8410 be vented to :the atmosphere. YVhen the pressurefin the chamber84 decreases, how, 4everv beyond va predetermined oint,'it is obv'hu's ,that the valve 89l wil close andv SMEV this.ventinar action.

ferring to' ig. a, it will besan timev .fthejpperportion of the trap or dirt col- 'lector'f24f-i's' connected by means of a pas sag'e`92 to the chamber'9, and it will also be Seen that the forward wall of the trap fir-'collector 24-immediately below -the intersectionof theaass'age 92 'with the chamber 24 downvvar the bams ange' 27, thus forming a relatively contracted opening from the lowerV pipe' A communication between the train: and-the @chamber "9 and the chamber 6 ening from thecha'ms. hamber 94 from which lead'sintothe chamber 28. .From n.28-, .alduct 96 leads to an equa .chamber 97,the construction and *.-pur' 'osei-which "willbe later described.

v ai.

e' chamber: 85 iscon'nectcd with cham her 68 by a duct 9 8, and the chamber 84 is feonnectedfto the''cham'ber 67 by a duct 99. Thus'presisure in'the'chamber 68 is the same las! that in" the chamber 85,. and pressure in` the v'chamber 6?,

Vber eI lrll'onj the chamber 67, leads*apesA within'the chamber 8l ly extended,l as at 93, toward' dirt collectonZl andthe pas-.

' a Passagej 'sthe same' asin the chalii-v sage c which terminates in a port c in the slide valve seat. `This ort o coacts with anI anv ular cavit c in t e under face of the Y"sli e valve, vv ich, when t slide valve is in service position, as show in diagram in Fig. 2 and in Fig. 15 connectsthe port c with the cavity a4, and thus with the brake cylinder by way of the passages a and a". When the slide valve is in the release position, however the port c is blanked. Thus, when the slide valve is in service position. the lower chambers 67 and 84 are both i1 communication with the brake cylinder. The upper chambers 68 and 8 5 are con-v nected by means of a duct or passage 100 with a .port which opens into a transverse cavity d forned in the upper 'face of valve seat, which coasts with a cavity d extending longitudinally in the under face of the slide valve. This cavity d, when the valve' is in release position, as in Fig. 13, connects the port d with a cavity e, in the face of valve seat. This cavity e extends diagon-A ally, and in the path of movement of a, cav ity e', which it overlaps in release positiony as shown in Fig. 13. The cavity 'e' in turn is connected by a. duct e to an angular cavity e", in the lower face of the valve.

The end of this cavity opposite the duct e is disposed to overlap one end of the'exhaust cavity w, which asy before exXlained-is con# nected to the atmosphere. lso formed in f the body of the slide valve is a smalll'ongi-l passage f are ios in the under face of a graduating valve 20,

carried in a recess in the under stem, 17

In'service position'this port g in the graduating valve connects the port f with a port ce of the h, forming oneend of a assage L, and opening-through the upper ace of the slide vvalve 19. vThe other end of the passage it opensf intoa ,cavity z', which in service position tifthe valve 19, sit-"jhtly over aps a port j, of=

fn-'nichl leads to the storage chamber 65. In service Ilap positionfc'ommunication between the chambers 68 and 85 vand the chamber 65 is cutoff as the graduaty12oy ing valve stops communication between 'the ports. f and' Thus it will be seen that tion, the up er chambers 68 and 8 5 arec'on-A nected to the atmosphere, while in service at release posiposition, they are connected. to 'the storage Acha mber until -valvaO moves to lap position and in service lap position they are sealed.

.the same r'elation to the. capacity `o fjthe The capacity of the storage chamber has ist ing into the spiace above Lahe diaphragm is a port k whic leads by a passage 7c to a port c opening into the cavity in the slide valve seat. I

u Aylr, In the release pos1t1on of the parts as vshown in Fig. 1, both .of the passages le' and la are connected by the cavity d to the open air by Way ofthe cavities e e', duct e, cavity 6 and cavity when the parts are in the service position, the passage-k is connected bythe cavity d l to the duct j and-to the cavity g in the under side of the graduating valve 20 which as before described is connected by means of the duct la. to thel cavity i. This cavity g` of'I the graduating valve in the service position of the parts is disposed to connectfthe port f. with the port h and thus connect vthe port j with the cavity d. ,This port j as be'- fore stated is the opening of the passage leading into the storage chamber 65. Thus in. .the service position of the parts, the port' 103 of the chamber 102 above the diaplgragm 111 is connected to the train pipe through the passage k, tliepo'rt c, the passage e, the cavity e', the passage e, the cavity e", the'port m and the check valve chamber 2'9 to the train line while the portion 120 of' the chamber below the diaphra 120 is connected to the storage cham. ver through the passagel c, the port d, the cavity d,tle passage f in the valve,

' the smallcavity g in the graduating valve,

throughqthe. passage l; in the slide valve into`the cavity z' and thence by the port j and the/.passage j into the storage chamber. It'vvill also -be seen that in this position of the parts, the lower portion 120 of the chamvber 103 below the diaphragm is also connected to the upper compartment or charn ber 68` of the equalizing valve chamber D+.

. Cgnsidering 7.9 pounds as the normal train that when the -chamber above the sure of.- 6'5l pounds the under face o diaphragm will be subjcctedto 'substantially' the sainel pressure due to "the added presthen upon a 'train sures of the spring and time back pressure from the brake cylinder, under which circumstances the valve 113 will remain closed. It now the'br'akes are released and pressure inthe-'train-p'pebe-increased to 90 pounds,

apply the brakes this.

`increased pressure upon the .diaphragm 111 I grades,

remains constant brakes are appl1e'd.- reduction to again phragm to be forced downward. This will act to .open the valve 113 and air under pressure will pass through the duct kf into the pssage lc. This air will pass into the upper o amber or compartment 68 of the equalizing valve D+. This increase of pressure, during service application in thecompartment 68 will cause the valve 79 tol'open and thus direct connection will be oned' between the. cylinder.`

When the pressure is Aequalized in both train pipe and the rake chambers of the valve structure D+, the

valve will shut. Thus if the train pipe has' in it a pressure of pounds and a. 5 pound reduction is made, a portion of the pressure inthe train pi e will'be transferred, upon a movement oi) the slide valve to service position, to the brake cylinder. Whenthe graduating valve moves back to. service lap position it will cut oif connection between and D+. It will also'beseen that by rotating the handle 119 to a sliglft. extent in one direction, the valve plug 118 or cut-out cock will be turned so as to cut olf communica tion between' the mechanism E' and, the slide valve. I have provided this 'cut-out cock so that in mixed trains of empty and loaded cars, I may do away with excess braking power on the empty cars, as the emptycars may be' cut out if :so desired sQlas to Acreate a. high brake cylinderpressure the'loaded cars alone and thestandard degree of braking power will then beapplie n n the empty cars of the train. This mechanism E, however, permits a mixed train o f- ,both empty and loaded cars being 'operated' 'ith stand-- ard brake pipe ressure of 70 p nds Without disturblngt e cut-out cocks on any cars, the mechanism then being inoperative.

011e of the many advantages of my mech* anism'lies in the fact that the excess brake pressure controlling mechanism E climi-- natos the necessityof setting hand .brakes at the tcp of a grade. On long and heavy train men are obliged to vconstantly walk up and' down'the length of -'the train and take up slack in the brakes due to wear of the .brake shoes.

automat-ic excess pressure controlling'meclia nism-E, the air under pressure'following 1n each brake cylinder as the shoe. wears land the piston travelsgets'longer, the pressure 110 .matter howl* long-the Ijfiyill nowdescri nismjor valve designa IinFigsland This mechanism hasif This is not only incon-v :ven'ient but very 4dangereuses well, 'as there I- is always liability ofthe nut coming off thel brake wheel and the sudden relaxing ofv e equ'ali'zing mechas 'the storage chamber and the chambers E iis nur

zobject to pmvide' 180 the brake pipe pressure, and in order 4to hold* for feeding the storage chamber 65 from the brake pipe with the triple piston and slide yalve in la whereby tic pressure Within the "storage chamber and Within the auxiliary reservoir may be, built up to that of the brake pipe after the valve has shifted to lap position. In order that a'triple valve can assume lap position, it is necessary that vthe auxiliary reservoir pressure shall drop slightly below the triple valve vin service lap position and -phragni being heldin lace by a ring 124.

y the wall 0f the chamber 97, and closing the An inner screw. threeI ed cap 125 engages adjacent end of the chamber is a cap 126.

" The diaphragm 123divides the chamber into'two parts and this diaphragm is formed with a very small perforation 127. 'I he opposlte end Walls of the valve are provided with th'oppositely disposed valve seats 128 and 129 with which a double valve 130 coacts. This double valve is provided at ,op posite ends with the oppositely directed conical heads 131 and 132 coacting with the valve scats"128 .and 129, respectively. One end of thevalve casing 122 is provided with the enlargement ,133 and the otherA end is provided with the enlargement 134. :From

the enlargement 134 extends a duct or passage 135 vwhich connects to the storage cham bei' 65. Opening' into the Space between the outer ca'p 126 and the inner cap125 and therefore opening into the enlargement y133 is a duct 96 which extends into the chamber 28*y as showiiclearly in Fig. 4.

It will be seen now that in release position i of the triple valve the storage chamber 65 pipe through the c is connected by the` assage j with the brake lliamber 28 and that the e ualizing valve Fv is connected on onev side o? the vdiaphra'gmwithl the storage chamber and on the other side by the duct 93: with the'` chamber 28. When the triple-valve has Y of the diaphragm er moved to the service'lap, position as shown in Fig.l 17, the-auxiliary'reservoir will be connected to' onel lside of the diaphra through the `storagechambera the other side 123 receiving' pressure fromthe cham 28 which` is connected with the train pipe. The valve is normally position and to provide means pipe pressure.

lin its middle position so that normally air the space on the other side of thc diaphragm. When the pressure on both sides of the diaphragm has been equalized, the Valve will return to its normal position: that is, will open away from the seat 128 and air will flow to the storage chamber 65 and thence tothe reservoir, provided the valve is in lap position. A reduction in train pipe pressure Will cause the closing of the valve in the opposite direction. fhen pressure on the storage side has dropped, the val* will close, and when the ressure on both sides has again equalize it will again open. Thevalve thus Huctuates until the pressure in the auxiliary reservoir is equal to that in the train line.

Another of the objects of my invention is to provide means whereby the auxiliary reservoir pressure may begvented tothe atmosphere if the triple piston and slide valve stick or for any reason fail to resume release position with the increase of brake G which I denominate the auxiliary venting device is so designed as to vent auxiliary reservoir pressure to th atmosphere, provided the triple -valve does not move to re lease as it should, is shown. f

The mechanism whereby this is acc0inplished is shOWn in detail in Fig. 4 and diagrammatically in Figs. 1 and 2. It consists of a valve chamber designated 137 divided into two portions by a transversely extending septum 138 which has a centrally disposed opening 139 and a bushing 140 con- 'stitutinga valve seat for a valve-141. The

The mechanism designated under side of this valve has a, Washer 142 of v leather or other soft substance, the face of Which is adapted to bear against the valve seat formed by the upper flange on the bushing 140. The valve stem 143 extends upward into a recess formed in a cap 144 that closes the up er end of the valve casing 137, and surrouii ing the valve stein and bearing at its lower end against the valve and at its upperend 'against the cap ,144 is a spring i 145 which forces the valve downward upon its seat.

Disposed below the septum 138 is a dia;-`

phragin 146 which. is held in place vby a ring 147, in turnheld in place by a ca y148 havingscre'w threaded engagement yvit the wall of the valve casing. This cap is-ported at `149. Closing the lower end ofthe casing is an exterior cap 150. Carried upon the u pegyfa'ceof the diaph'vaglia-'fis4 'a heed` 151 w 'ich-is* secktedtov receive 'the lower end of a valve: steml- It will n'ow be that upon; a risefof belowsthe diephra l raised against-*the force' -o f the ver li ht spring 145. The space 154 -above t e iaphragm 146 andbelow the valve 141 is oon-'y nected` by aduct v155 with the atmosphere., Thes ace betweenthe caps 1-50' and 148V an'd, there orethe space-153 isconnected by .a l du'ctlwth theport k. Now when the parts are in releasevosition, the chamber 153 onthe under Si 'exo'f- 15 the die hragin -146 will b'e'connected vto the atmosp ere through the duct'l, the port laf, y 'the cavity e, the du'cte,-the cavit'ye" and the exhaust cavity 4the space on theother sidel of the leathersea-ted valve being con'- nected of course', to theauxiliary reservoir by the-duct?. l VlZ11ex'1theislide vzilvelisin service position as shown --in Fig. 2,1the passage l willfbe con- 'nect'ed through the cavity e, the cavity e',v the duct e" andcavity e" ivithjthepgssgge mleadg to theelmmber 28 and therefore to the train pipegor the brke pipe. Now. upon an ,increase in -biake vpipe pressure to shift the slide valve' torelease position if the slide valve does" not move, the pressure on the under Side of diaphragm 146 will raise the valve 141 a n d the auxiliary Areservoirvair. will beA vented through the passage to theatmosphere by, the passage 1 55. This will decrease the pressure behind the. triple p isto valve coincidentally. with thebullding'up of pressure on' the train line -side of the piston or in front' of it until ,the dillference in pressures will apos'itive' movementdf the valve to 1 1'velee$e'p0sition, If thettipl `valve movesto, release 'position' asitishouldwth :the vfirst' 'rise of brake pipe PeSSu'B', th Valv-11-wllfremain QIOVS-f H5 howeverwhe triple: valve-fails to 'l'ove 415 toV release mamon: on the` firstse fof bralle f t el piston,A naingattei' vwhat the'defect @may beQevityo'hnd bf pressure in the space-1; tion of the valve '1-41 will 4service position, thecavity service,` reduction is'madeza'nd" the-1 isfcarried to t der. lAt the same time thevl` slide valveauxiliary closed, The 'valv Openuntil-the pressures-inline. y and; 6,811@

eff the new f time substitute af quick serviceemerncy '@Pflicution. In ig. 18 show thejickfsenv the slide valve lvl-q f axdhea; etlucti lplicstion a'qui i r1 is ina-'de at* t fe en reservoir.' andl ftrain 'pipeto the brake-- moved so far over towar'djthe' left that:l a port-'n of a tissage "nv isbrou ht' 'ov the cavity dg is' passage. t 'ltsbfte end is in comninicatxonwltli,thebir-in the passagerturns' downward`Ir to` fom'1' port n. In normalji'orreleese positioiggf port n is blanked, and the'same is'tlfuevlyn the'pats move to service position, bili-When. the valve -moves to nick service o s il: i( !1 then the port n: over zapping the .reservorzpressure 1sce Id-fblh, 1 chamber 68 to ther-with air-from the'stor age clmrnberV This'rapidly'.buildsupt -refssiire in the chambers 68; sndi-jv85isol'am old the valve- 79-openg-andlthej vahe w mhe Chamber are simultene... f

-lll

sitin-fthe portie-ism therein, except when .the trainiline pressure isabove normal when the storage chamber.

apparentgthat tie brake cylinder pressure "s 4equalzin mechanisminsures standard pressure in al b rake cylinders, irrespective of the,l length ofy piston `travel in*l the various cylinders .orof l'leaks inthe cylinders. This ..equa1 izing of pressure. or bringing of pressure to normal in the brakeeylmdersis -also uceomplished irrespectiveA of Ythey tram line 'r' iessureand amount of reduetion of train f :line `nessun e5-the ,mechanismA operating for all train linje `reductions down to equalizar tion =,of .tf1e air bra-ke system.v It Will also be elem-that thestorage chamber` 65 is vi- .ytallveonnected With the'brako .cylinder pressure.equalizingv mechanism invthat its-:aol-

. uniel of-2am? expanded from this chamber WhCh ,puliti-'91s, through the vcontrolling 2'5 chambers of the -bralie 'eylin der pressure NIAequalizingmeelnenism,the air pressure which shallbeadmitted -to thefbrake Cylinders. In

.this connection, the pressure maintainlng devieejF lis also `an important feature as 1t ber-`and also-.fin the auxiliary reservoir at "'JIOS the f-best of myknowled'ge, no device hasy previously'been provided for controlling the" Supply-of excess pre's'su/r'" to the brake e linderand the mechanism' 111211,15 .overthepressure which vwould, natu- 'rallyybe .supplied atany'` given reduction.'

At-the'same time, there isa'nfintimate corre'- 45, lation between this-excess 'pressure brake eyh-'nderfcontrol mechanism and "the brake 'eyllnder `pressure equalizlng mechanismn 1n thlifthe latter-stillfinsres' lthe saine 'pressure in all-'brake cylinders, 'being so arranged that' j when; .theexfieSsP'rSS-rebrekecylindr. CQ-

I trol Ineohanisrnis in "opertionfit is fgov!4 er'nod"andicontifolled thereby to, in turn, -governpandc d cylinders e train u endl the storage chamber and trapping air hrough the valve device D+"gnd" maintainsthe pressure-in the storage 'cham-- der to obtain various predetermined preshich I provide',

orthis purpose,` namely, the device E, is of vastfimportance as it provides for a supply;v` of excess `pressure to'thebrake cylinders, the trainlinerpressurefis raised above nor-'Jl ene-ei the meenemen@ brake Without theauxiliary reservoir ventingrda vice-G. y

Another feature which Should be particularly noted, is themfac't that myl triple valve provides for serial-ventingoithe'train fline, both in service and quick service positions of the triple r valve, the venting being more rapid in ,tlie quick service position 'ofthe valve. A,Filrthei-rnforo, this serialventingiof the train line discharges the air from the train line intotlie brake @vlinder` pressure equalifzing:mechanism and from this through the slide 'valve to the brake cylinders. j

Having thus described what I4 claim as new is l. In an air brake system, a train pipe, a v .brake cylnder,-means for admitting' predetermined volumes of-air'to the brake'cylinder to vobtain various predetermined pressures therein according to thebraking'power desired, and means operable after tlieadmismy invention,

' sion of any one'oi:` the predeterminedvolurnes ofai'r to the cylinder for venting a portion of such-air if the 4pressure in the cylinder is above normal for that predetermined volume admitted." i f2 In an-airv brake'systein, a train pipe, brake cylin'der, means for admitting predetermined volumes of air to the brakeoylin- 10e `eures therein vaccording to the' 'braking power; desired, means after the admission of trainjplipe,v a'n auxiliaryreservoir, a brake cylinder, and moans for admitting, auxiliary.

reservoir pressure to the brake Iey'linder upon ared u etio'nY of, ,ressurelin' theftrain pipe, of'ehambe-rs, in t eserylce position of,v

11,5 saidmeans'containing fluid at a lzn'nspsn-reA equal to that" in a brake cylinder havili'T a standard. pls'ton travel, andmeans control d v by differences of pressure in said chambers i and 1n,-the 'br 1ke cylinder `for admitting 120 Huid. -from-the train pipe to, the brake .cylinf -r `der ifthe pressurefin ,ther brake cylinder is.y below the stimdard,l varulfjforf ting'ril-'uid" fromathe. brake."cylinder` i the l therein is above said. lstandard A.. Means for equalizing y` br-ikeleylindersf'of fluid pressdueglraleeelhl l piislnigs-a V:valve controlling .passait off Manie lbrake c linders an cylinder pressure is less.

fand adapted'toestablish communication between the brake'eylindersjand atmosphere when the brake cylinderpressure is greater than that .of the storage chamber and disestablish communication when the, 'brake 6. Means. for equalizng pressure .in the brake cylinders of fluid pressure brakes including a re latingV chamber, a diaph 'in subject to te opposing pressures of tie brake c linders and said 'regulating chamber, an a valve controlled by the diaphragm and adaptedto vent airfrom the brake cylinder when the brake` cylinder pressure is-great'er than the pressure in the regulating chamber,A Said.valvecbeing4 adapted to close when the brake cylinder pressure ,is equal to thatof the-regulating chamber.

7. InA an air brake,v aA brake cylinder and n train line, 'a slide valve, an auxiliary'- res ervoir, means for controllin the admission oftraiI 1 -line air to the bra ecylinder and" 'upona-riovement othe slide valve to serv. ice' positionfs'aidneans' including a valve jectfed4 to sta-n ardrbrake cylinder pressure urging't'hevalve 'to o 'p'en `osition and the 'cylinder-pressure r ng the valve'to vclosed pqsitin, and means or controllingthe ventdesde tambor;

position establishing communieside ofthe diaphragm in service position, an'd establishing communication between the 'opposite eide of the diaphragm and the brake cylinder in service position.

9. In an air brake,. a brake. cylinder, a

train line, a slide valve, an auxiliary reservoir,. astorage chamber, .and means for controllin the-admission of train' line air to the bra e cylinder upon a movement of the slide valve t`o` Service position and for controlling .the venting 'off excess 'air from the brake cylinder in service o sition of the slide valve, said means inclu ing apair of chambers each having therein adiaphragm' and a valve 'controlled bythe diaphragm, one Vof said valves lwhen opened establish'- ing communication between the train line and the brake cylinder and. the other valve opening 'to the atmosphere, said .slide valve at' release position establishing communication between one side of both of 'said dias and the atmosphere and at service positlo'n establishing communication. be.- tween the' storage chamber andthe' same side of said diaphragme and establishing con-imunicationbetween the op ositev side of both of said diaphragms an the brake cylinder lin service position of the slide valve.

10. In an air brake, a brake cylinder, a train line, a slidevalve, anauxiliary reser` voir, and astorage reservoir, means for con.-

. troll-ing the admission ofti'ain line air-to the brake cylinder upon a movementJ of x the slide valve to service position, and means for controlling the venting of brake cylin der air in service position of "the.. s 1 idevalve,

said means inc llidmg a. pair offvalve ichamf.-

in'ea'ch chamber carried`jb'y the-ico espondv1015 release ation between one-side of both diaphragme ing diaphragm, said slide valve and-the atm osphejre,"an d in service position 66ml?- -1`shing leoiinmun' 1cation between the uit' jected to pressure from the trainline when the slide Nalve is in service position, and the space on the opposite side of the diaphragm bein controlled fee valve whereby, when pres sure in the valve side of the diaphragm overcomes pressure on the opposite side, the vnlve will open to cause train line air to flow intov the feed valve-cllaxnber and to thus cause the feed valve to open and' to permit train line air to ioiv to the brak-e cylinder.

1'2. In an air brake, a brake cylinder, a

train pipe, a feed valve controlling4 the passage of air from the train pipe to the brake'cylinder, a train pipe pressure operated'mean's operable at all train pipe pres# sur-es forl controlling the action of said feed valve, and means' for cutting out said controlling means or cutting it in.

`13. In an `air brake, the combination lwith a triple slide-valve, a brake cylinder, and a train pipe, of a diaphragm actuated feed valve adapted whenA theslide valve is'in service position toopen communication be tween the brake cylinder and the train pipe, and means actuated by pressure in the train pipe-and connected .With the train pipe upon a movement of the slide valve to service -positionfor causing said feed valve to open y,until pressure in Vthe brake cylinder has equalized with that the train pipe.

14. In an air'brake, a triple slide valve, a train pipe, a'storage chamber, a feed valve opening when the slide valve is at service positionto permit the passage of train pipe air lto the brake cylinder andincluding a valve 'chambenz a diaphragm therein controlling saidvalve, and an excess brake cyl,- inder pressure controlling valve including a chamber, a diaphragm therein, a spring urging the diaphragm in one direction, a.i

valve carried by the diaphragm .and held to its seat by the spring, the space above said diaphragm ofthe controlling valve vchamber being 'operatively connected to theI train pipe 'uponfmovement" -ofi-:the ,slide valve. to service position, the valve' seat of the eontrolllng valve -bei-ng 4operatively connected to4 the.. spa'c ."behind"the diaphragm of the feed valvefvvhen the lslide. valve vis inl Service position,- said valve seat being also connected'to the space behind the diaphr'gm of thecontrollingvalve whereby upon' azmovef Vrnentofthe slide,-valvevtoj` service position 'the' controlling valve shall, be opened by train pipepressure to permit train pipe' pressure toviiow to the space vbehind. the diaphragin-of `the `feed velveto thereby cause said? feed -valve to open `until the' pressurebehind the controllingva-lv'e diaphragm is it..

equalied' with the pressure in front o '15, In an air brakesys'tem, the combinat. y iesrvoir, and e .brake cy inder, of a sli e valve,

tion with a trein pi e, anfauxil-ia and train pipe upon a movement of the slide tively restricted connection between the .cation upon a further movement of the slide the ventval've to beI h d to .its seat."V

.piston-1 operating thevsli e and. lgreduatin e .Space behind said pieton ata' valve; A 'a' graduating va reservoir, rthe slide 'valve and .graduatili having ports adapted'to establish a relatively restrictedcommunication between they brake cylinder and the auxiliary reservoir such form as to create a munication upon a movement4 of the slide valve to quick service position.

16. In an 'air brake system, the combination with atrein pipe,l an auxiliary reservoir, and a brake cylinder, of a triple slide valve having ports adapted in service 'position of theslidey valve to establish a relabrake cylinder and both the auxiliary reservoir and train pipe, said ports 'having such form as to create :Lv-large area of-communivalve in the same-.direction to quick service position, a' feed valve controlling communication'between the train pipe and one of said ports, and means for shifting said feed valve to a full open position upon a movement of the slide valve to quick service position. y

17. In an air brake system, the combina tion With a train pipe, -an auxiliary reservoir,"and a brake cylinder, Vof a triple slide valve having ports adapted torestablisha relatively restricted communicationfbetween the brake A cylinder and .both the auxiliary reservoir and; train pipe upon a movement of the slide 'valve to service position, said ports having such form` as to create a large area of communication upon a movement" "of the slide valve to quick servire position, equalizingyalves, one controlling'the feed of air from ,tlierain pipe to one of the ports in the slide valve, and the other' adapted to vent excess presu're from vthe brake cylinder and the atmosp 1ere, said slide valve being formed with a' port adapted to. 'cause'tlie passage of train pipe air to said. e ualizing valves whereby to cause a relativey great opening of Athe ,feed valve: whenV the slide valve moyes to service osition-and to: cause 18. In an airbrake,thecomlinatio-with anl.,auxiliary reservoir, of a slide valve a graduating valve coaeti ith', and 'a valves, .t I times being o erativelconnected to .the train pi an the sli evalve'and'gradul ating va ve being provided with ports and a cavity wherebyto. establish direct communication between the train pi 'e mdtheeux.- iliary reservoir through vte ports of-the slide valve. and cavity of. .the graduating valve, when slideealve. andr graduating valve'l are'fin 'release` position.

said ports having y erger area of com 19.1-11- a 'triple ivalvea, piston, 4nii-'slide Y ve, 4and* a, storage valve actinginreleese positionl'to estab iso 

